Fluid-pressure brake.



w. PHILLIPS- Patented May 9, 1911.

3 SHEETS-SHEET 1.

mmw MN FLU1D-15BBSSURE BRAKE. APPLICATION FILED AUG.5, 1905.

Att' y.

W. PHILLIPS. ELUID PRESSURE BRAKE.

APPLICATION FILBDAUG, 1905. 991,538.

3 SHEETS-SHEET 2.

REW

Patented May 9, 1911.

W., PHILLIPS. FLUID PRESSURE BRAKE. APPLICATION FILED AUG,5, 1905.

a SHEETS-SHEET s.

jggz f8 A i M WITNESSES Att'y.

Patented May 9, 1911.

'run STATES PATE-N onirica.`

WALTER PHILLIPS, 0F LONDON, ENGLAND, ASSIG-NOR T0 THE WESTINGHOUSE-AIBBRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYL- VANIA.

rnunianssunn BBIAKE.

Specication of Letters Patent.

Patented May 9, '1911.

Appueatin mea August 5, 1905. sriarno. 272,909.

a citizen of the United States, residing in London, England, haveinvented a certain new and useful Improvement in Fluid-Presf sureBrakes, of which the following is a specification.

This invention relates to fluid pressure brakes and has for its objectto provide improved means whereby the pressure in the brake cylinder canbe automatically regulated inuproportion to thespeed of the train.

Accordingto this invention I generate, by means of a dynamo driven fromone of the axles of the car, an electric current which will vary inaccordance with the number of revolutions per minute of the axle. Thisvariation of current I utilize to controla release valve whereby thepressure in the brake cylinder when the brakes are applied may begradually diminished yin proportion to the reduction in speed of thetrain.

The invention is illustrated in the accompanying drawings, in which-Figure 1 is a dia ammatic view showing a brake cylinder re ease valvecontrolled by a current generated by a dynamo driven from the axle ofthe vehicle, the valve being indicated in section; Fig. 2 is a sideelevation of the dynamo with one half of the casing removed; Figs. 8 and4 are respectively a front elevation and side elevation of a modifiedarrangementfor driving the dynamo; Fig. 5 is a plan to an enlargedscale, and partly in section, of the dynamo, release valve andcontrolling magnet shown in Figs. 3 and 4; Figs. 6 and 7 arerespectively a sectional plan and side elevation' of another arrangementfor driving` the dynamo.

Referring to Fig. 1, the electric generator or 'dynamo is shown at 1,the rotor being keyed or otherwise secured upon the axle 2, shown indotted lines, of the vehicle, the stator being freely mounted on therotor or the axle of the vehicle and prevented vto -manent magnetconsisting of a suita tromagnet or solenoid, to the armature or movablecore of which, as the case may be, a valve is attached controllingcommunication between the brake cylinder and the atmosphere.

According to the construction 'shown in Fig. 1, the release valve iscontrolled by an electromagnet 9. The armature 10 ofthe electromagnet isprovided with a stem 11 terminating in a Valve 12 which controlscommunication between a port 13 leading from the brake cylinder and aport 14 leading to the atmosphere. The valve 12 is normally held in theopen posit-ion bya spring 15 l'abutting at one end against the valvecasing and at the other end against a shoulder 16 formed on an extension17 ofV the armature stem 11. With thisarrangement the varying force ofthe magnetic attraction due to the variation in the current generated bythe dynamo will tend to close the valve 12 against the pressure in thebrake cylinder and that of the spring 15.

This device is applicable to the auxiliary brake cylinders of a ty e ofbrake apparatus nou7 frequently emplbyed'for high s Aeed train servicecomprising a main an an auxiliary brake set. It may also be employed inconnect-ion with a single brake cylinder equipment, and a pressureregulated 'valve 50 may be inserted in the brake cyl-A inder pipe 8 vforholding the outlet closed when the brake cylinder pressure is less thana predetermined amount, the electricall lcontrolled valve device beingdesigned old the outlet closed at and abovel a predetermined rate ofspeed, ,but to open sameat a lower rate of speed.

Any suitable type of dynamo may be utilized, but in some cases I employa form of dynamo comprising a star-sha ed perle number of alternatingnorthl and south poles which are'so arranged as toirevolve in front ofsoft iron core's each provided with a suitable number of turns ofinsulated copper magnet wire. When the poles are keyed on an axle of thecar the soft iron cores may be mounted on the frame of the car or truck,for instance in a suitable, slide, arunning connection being providedbetween the rotr and the stator so that a certain airgap will bemaintainedv and the' permanent magnet 'will be prevented from strikingthe, cores in Figs.

when any side movement of the CaI -.-.01"truck takes place. In order toavoidany vertical movement of the rotor with respect to the stator, orvice versaI prefer when the poles are mounted upon the axle of thevehicle to employ the arrangement shown in Figs. 1 and 2.

The alternating north and south pole pieces 18 are provided on a steelcasting 19 divided in halves, which are bolted together over the axle'2. The softiron cores 20 are secured to an outer dust-proof casing 21,also in halves and bolted together. The outer casing 21is bored to fitover turned shoulders 22 on the casingv 19 collars 23 being provided topreventany longitudinal movement of the casing 21. One half of the outercasing 21 is provided with a projecting arm 6 to which is pivoted a link3 secured to the frame of the Vehicle as alreadydescribed with referenceto Fig. l.

In order t0 prevent the dynamo from rotating when the brakes are notapplied, I may employ the arrangement shown in Figs. 3, 4- and 5. Apermanent magnet consisting of a suitable number of alternating northand south poles 18 is formed on or secured to a pulley 24 rotating on avpin-25 secured in the valve casing 26 and in front of stationary softiron cores 20 provided on a flange 27 on the valve casing. Theconstruction of the release valve 12 and the arrange ment of thecontrolling electromagnet 9 is the same as that described with referenceto Fi 2, the port leading from the brake cylin er being shown at 13 andtheport leading to theatmosphere at 14. rThe valve casing 26 is providedwith a supporting arm 28 through which the port 13 leading from thebrake cylinder is arranged. The device is supported by a pipe 29, oneend of whch is screwed into the' projecting arm 28 and the other endcarried in a bearing 30 bolted to the frame of the vehicle. A flexibleconnection is provided `between the pipe 29 and the pipe 8 leading tothe ,brake cylinder by means of a length of coil piping 3l. The brakelever 32 is worked by a rod 33 connected in the usual way to the pistonand brake cylinder, and when-the brakes are not applied the pulley 24 iswithheld from con tact with the axle 2 of the vehicle against thetension of a spring 34, by a hooked bar 35 which is fixed tothe rod 33and is bent partly around the pipe 29. When the brakes are applied themovement of the rod 33 releases the p'pe 29 and the pulley 24 is thenheld in contact .with the axle 2 bythe yspring 34. The same object mayat the same time permitting a certain predetermined pressure beinretained in the brake cylinder under 't e control of the driver duringall service applications of the brakes by means of the arrangementsshown Gand 7. The arrangement of the be achieved while aereas releasevalve 12 controlling electromagnet 9 and dynamo is the same as thatalready described with reference to Fig. 5..

The supporting arm 28 is carried by a. piston 36 sliding in a cylinder37 carried by a bracket 38 bolted to the frame of the vehicle or truck,suitable means being .provided for preventing the piston from turning.The piston 36 is provided with a hollow piston stem 39 between which andthe port 13 communication is provided by means of a cavity 40 in thepiston 36 and a port 41 in the piston stem. A second piston 42 slidingin a cylinder 43 is secured on the piston stem 39 and subjected on oneside to brake cylinder pressure through a port 44 connected by a pipetothe brake cylinder and on the other side to the pressure of'a spring45 by which latter means the driving pulley 24 of the dynamo is normallyheld out of contact with the axle ofthe vehicle. The cylinder 43 isclosed by a screwed plug 46 in which the end of the piston stem 39slides. A port 47 is provided through the piston stem at such a point asto be covered by the end of the screwed plug 46 when thc piston 42 is inthe normal position and to afford communication between the cylinder 43and the interior of the piston stem 39 when the piston 42 is moved bybrake cylinder pressure vin excess of that of the spring 45.

The compression of the spring 45 can be adjusted by a screwed plug 48,and in order to permit of readily adjusting the spring a portion of thecylinder 37 is cut away, the aperture being closed by la hinged plate49. This arrangement vis more particularly applicable to brake apparatusprovided with a single brake cylinder only, and in practice the spring45 is so adjusted as to permit of ordinary service applications of thebrakes being made without moving the piston 42 so that only upon anexcessive service ap lication or an emergency application o the brakesis the pressure in the brake cylinder controlled by the release valveand the pulley 24 brought into contact `withthe axle of the vehicle.

rI-Iaving now described my invention, what I claim as new and desire tosecure by Letters Patent is 1. In a fluid pressure brake, thecombination with an electro-magnetic device for controlling the brakecylinder pressure, of an electric generator-'driven by the momentum ofthe vehicle for varyingthe supply of current to `said electro-magneticdevice according to the speed o f thevehicle and means,

for throwing said generator into action .f when the brakes are appliedi.j

2. In a tluidvpressure. brake, the combination with a brake cylinderreleasevalve, and electro-'magnetic means for ,controlling the same,l of.an electric generator drivenv from the axle of the ,vehiclefor varyingthe sup'- ply of current to -said electro-magnetic means according tothe speed and means for throwing said v,generator into action when thebrakes vare applied.

3. `In a Huid pressure brake, the combination with a brake cylinderrelease valve, of

an electric generator driven from the axlev of the vehicle, andmeans'operated by theV normally preventing the operation of saidygenerator' but causing same to operate when the brakes are applied.

5. In a fluid pressure brake, the combina tion with an electricgenerator adapted to be driven from the vehicle axle for controlling thebrake cylinder pressure, of means normally preventing the operation ofsaid generator and mechanism operated by brake cylinder pressure forcausing said generator to generate current.

6. In a Huid pressure brake, the combination with an electric generatoradapted'to be driven from the vehicle axle for controlling the brakecylinder pressure, of a piston subject to brake cylinder pressure forthrowing said generator into action and a spring for opposing the brakecylinder pressure upon the piston.

7. In a fluid pressure brake, the combination with an electric generatoradapted to be driven from the Vehicle axle, an electromagnetic devicesupplied With current from said generator, and a brake cylinder releasevalve operated thereby, of a piston operated by brake cylinder pressurefor throwing said generator into action.

In testimony whereof I have hereunto set my. hand.

WALTER PHILLIPS.

Witnesses ALBERT' CmNN,- FRANK P. MoULDaN.

